3 banks accounts. 2 types of money. Potential and kinetic are the currency. The accounts are rotor speed and forward thrust and altitude. Altitude is the account using the potential currency while rotor speed and forward thrust accounts use the kinetic currency. So with the engine on you can trade rotor speed and forward thrust for altitude. With the engine off you can trade rotor speed and forward thrust between each other. To some extent. The barrier is a catastrophic rotor stall. And obviously with the engine off you can trade altitude for both rotor speed and forward thrust. But absolutely never ever in a neverending never ever scenario with the engine off can you ever trade rotor speed and forward thrust for altitude. As your altitude is only going down as an eventuality with the engine off. Therefore altitude is always potential to be traded and rotor speed and forward thrust are always kinetic.
A very straight forward explanation of energy management in a Heli. I wish I had of been introduced to this basic concept earlier in my training. Thanks for the video.
Was in 67's and your vids helped a ton. My instruments instructor, former Cobra guy recommended them. Wouldnt mind your take on how to develop a routine study circuit to help simplify studying all the info we need. Thanks again!
For me it makes more sense to use rotor system kinetic energy instead of power available as you directly trade rotor energy for speed and altitude. Engine power is then your salary and loses can be seen as fees that are proportional to how much money you have in your account.
Rotor kinetic energy is great for a high inertia system like a Huey but a bad bank account for low inertia systems that use composite blades. Great feedback though.
@@helicopterlessonsin10minut10 I think it still makes sense for low inertia systems as it is a reminder that you don't have a lot of energy to spare in case of an engine malfunction. This bank account has to have a right amount of money or else angry accountants will steal your rotor ;-)
Very basic and very good. Nothing really new for anyone who's into helicopters (real or simulation for that matter) for any stretch of time, but very important for any newcomer. Suggesting you to put up playlists with different 'levels' of understanding needed. For example, I remember how long I needed to really understand transverse flow. Not sure I completely understand those aerodynamics lessons yet XD can be very difficult for a newcomer if that's his first video. But this one here, is perfect!
Well basic or advanced this stuff is always incorporated into the physics of your flying. So is it ever "basic?" On your first day of flying you learn to hover and fly straight and level and probably practice some autos. On the last day you flew... ..... You.... ..... Hovered and flew straight and level and practiced some autos? Maybe some run on landings and hydraulics off and VRS recovery, throw a Vuichard in there? Ok moving on. Transverse flow = "A condition in helicopter forward flight when the air flowing through the rear of the disc is more perpendicular than that flowing through the font. This flow causes a decreased angle of attack and the tencency of the rear of the disc to descend." So really think of it like a hover is 0 KIAS, translational lift is 1 KIAS, transverse flow is at about 12 - 15 knots and full ETL is 16 - 24 knots. All that is measured in airspeed and not ground speed. Transverse flow is that part where you transition out of a hover entirely to ETL. So the air is going into the front of the disk at a closer to parallel angle while the back the induced flow is still pretty downward. Therefore the front of the disk gets better performance from the flow of air than the back. The horizontal stabilizer obviously helps but otherwise the helicopter "tilts" a little bit momentarily between 12 and 15 KIAS then the rotor disk is utilizing full ETL induced flow. In a hover all the induced flow is downward.
Helicopter training always talks about engine failure, but how common is that really? Is engine failure really something a pilot needs to worry about every time he flies? Seems to me there are likely to be warning signs ahead of time and a good maintenance schedule should make it highly unlikely. Sounds like a good video topic doesn't it?
Not very common with today’s maintenance practices. The issue is that if an engine fails it’s a far bigger issues than if it were to happen to a car. If your car engine has problems, you can pull over and wait for a tow. If a helicopter engine has issues it can be a deadly situation for pilot and passengers where you’re falling out of the sky. If the pilot doesn’t know what to do everyone dies.
@@helicopterlessonsin10minut10 Do you have an idea on probability of it ever happening to particular helicopter during it's life? I'm wondering if it's worth it from a safety point of view to get a twin engine rather than a single engine helicopter. If engine failures are rare, it's not a valid safety issue that would justify buying a twin engine helicopter.
I’m sure the FAA may have a safety study out somewhere. But all helicopter pilots are trained in how to handle engine failures in the event that you cannot maintain flight anymore. I’d recommend flying a helicopter for a bit before making the decision to buy one. There’s a significant difference in price as you increase the number of engines, systems, and overall complexity.
I am so glad your back! I have a mentor now that’s been a helicopter pilot for a long time and I am ready to start this long but rewarding journey.
3 banks accounts. 2 types of money. Potential and kinetic are the currency. The accounts are rotor speed and forward thrust and altitude. Altitude is the account using the potential currency while rotor speed and forward thrust accounts use the kinetic currency. So with the engine on you can trade rotor speed and forward thrust for altitude. With the engine off you can trade rotor speed and forward thrust between each other. To some extent. The barrier is a catastrophic rotor stall. And obviously with the engine off you can trade altitude for both rotor speed and forward thrust. But absolutely never ever in a neverending never ever scenario with the engine off can you ever trade rotor speed and forward thrust for altitude. As your altitude is only going down as an eventuality with the engine off. Therefore altitude is always potential to be traded and rotor speed and forward thrust are always kinetic.
Excellent way of explaining "safety thinking". Thank you sir.
Interesting way to explain the basics. Well done.
Beautiful explanation
Very practical explanation/analogy.
So much value.. Thank you so much
A very straight forward explanation of energy management in a Heli. I wish I had of been introduced to this basic concept earlier in my training. Thanks for the video.
Was in 67's and your vids helped a ton. My instruments instructor, former Cobra guy recommended them. Wouldnt mind your take on how to develop a routine study circuit to help simplify studying all the info we need. Thanks again!
Thank you for the videos sir!
For me it makes more sense to use rotor system kinetic energy instead of power available as you directly trade rotor energy for speed and altitude.
Engine power is then your salary and loses can be seen as fees that are proportional to how much money you have in your account.
Rotor kinetic energy is great for a high inertia system like a Huey but a bad bank account for low inertia systems that use composite blades. Great feedback though.
@@helicopterlessonsin10minut10 I think it still makes sense for low inertia systems as it is a reminder that you don't have a lot of energy to spare in case of an engine malfunction. This bank account has to have a right amount of money or else angry accountants will steal your rotor ;-)
What if you have to fly low and slow
Always good to have money 💰 in the bank 🚁 🏦
Great work as always!
Very basic and very good. Nothing really new for anyone who's into helicopters (real or simulation for that matter) for any stretch of time, but very important for any newcomer.
Suggesting you to put up playlists with different 'levels' of understanding needed. For example, I remember how long I needed to really understand transverse flow. Not sure I completely understand those aerodynamics lessons yet XD can be very difficult for a newcomer if that's his first video. But this one here, is perfect!
Great idea. Currently there’s a “basics” and “all aerodynamics in order” playlist. But I like your idea
Well basic or advanced this stuff is always incorporated into the physics of your flying. So is it ever "basic?" On your first day of flying you learn to hover and fly straight and level and probably practice some autos. On the last day you flew...
..... You....
..... Hovered and flew straight and level and practiced some autos? Maybe some run on landings and hydraulics off and VRS recovery, throw a Vuichard in there? Ok moving on. Transverse flow = "A condition in helicopter forward flight when the air flowing through the rear of the disc is more perpendicular than that flowing through the font. This flow causes a decreased angle of attack and the tencency of the rear of the disc to descend." So really think of it like a hover is 0 KIAS, translational lift is 1 KIAS, transverse flow is at about 12 - 15 knots and full ETL is 16 - 24 knots. All that is measured in airspeed and not ground speed. Transverse flow is that part where you transition out of a hover entirely to ETL. So the air is going into the front of the disk at a closer to parallel angle while the back the induced flow is still pretty downward. Therefore the front of the disk gets better performance from the flow of air than the back. The horizontal stabilizer obviously helps but otherwise the helicopter "tilts" a little bit momentarily between 12 and 15 KIAS then the rotor disk is utilizing full ETL induced flow. In a hover all the induced flow is downward.
🕶🕶🕶
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8
Top Notch Sir, 👌👌much obliged for the insight.
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Perfect! Thanks boss
Enter an auto at 200ft AGL? Seems a bit unlikely, but I see what you’re getting at
Bad place to be if an engine quits and you have little to no airspeed. A straight down autorotation may be your only option.
@@helicopterlessonsin10minut10 Regardless, wouldn't higher AGL allow more time to build energy for an autorotation?
Exactly. That’s the point. Having higher airspeed, altitude, and power available give you more options
With a single engine, you should still be fine above Vsse. But dual engine failure is a bad day regardless.
@@EvilZombieToe VSSE? Dead mans curve?
Helicopter training always talks about engine failure, but how common is that really? Is engine failure really something a pilot needs to worry about every time he flies? Seems to me there are likely to be warning signs ahead of time and a good maintenance schedule should make it highly unlikely. Sounds like a good video topic doesn't it?
Not very common with today’s maintenance practices. The issue is that if an engine fails it’s a far bigger issues than if it were to happen to a car. If your car engine has problems, you can pull over and wait for a tow. If a helicopter engine has issues it can be a deadly situation for pilot and passengers where you’re falling out of the sky. If the pilot doesn’t know what to do everyone dies.
@@helicopterlessonsin10minut10 Do you have an idea on probability of it ever happening to particular helicopter during it's life? I'm wondering if it's worth it from a safety point of view to get a twin engine rather than a single engine helicopter. If engine failures are rare, it's not a valid safety issue that would justify buying a twin engine helicopter.
I’m sure the FAA may have a safety study out somewhere. But all helicopter pilots are trained in how to handle engine failures in the event that you cannot maintain flight anymore. I’d recommend flying a helicopter for a bit before making the decision to buy one. There’s a significant difference in price as you increase the number of engines, systems, and overall complexity.
@@governmentisslavery You can find those numbers in engine manufacturer data, some manufacturers declare one failure in a million flight hours.